Birds Point-New Madrid Floodway

The Mississippi River & Tributaries

(MR&T) project was authorized by
the 1928 Flood Control Act.
Following the devastating 1927
flood, the nation galvanized its
support for a comprehensive and
unified system of public works
within the lower Mississippi Valley
that would provide enhanced
protection from floods while
maintaining a mutually compatible
and efficient Mississippi River
channel for navigation.
Administered by the Mississippi
River Commission under the
supervision of the Office of the Chief of Engineers, the resultant MR&T project employs a variety
of engineering techniques, including an extensive levee system to prevent disastrous overflows
on developed alluvial lands; floodways to safely divert excess flows past critical reaches to ease
stress on the levee system; channel improvements and stabilization features to protect the
integrity of flood control measures and to ensure proper alignment and depth of the navigation
channel; and tributary basin
improvements, to include levees,
headwater reservoirs, and pumping
stations, that maximize the benefits
realized on the main stem by expanding
flood protection coverage and improving
drainage into adjacent areas within the
alluvial valley.

Since its initiation, the MR&T program

has brought an unprecedented degree of
flood protection to approximately 4
million people living in the 35,000 square
-mile project area. The nation has
contributed nearly $13.6 billion toward the planning, construction, operation, and maintenance
of the project. To date the nation has received a 27 to 1 return on that investment, including
$370.3 billion in flood damages prevented, and waterborne commerce on the Mississippi River
has increased from 30 million tons in 1940 to nearly 500 million tons today. Such astounding
figures place the MR&T project among the most successful and cost-effective public works
projects in the history of the United States.

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 Birds Point-New Madrid Floodway

The success of the MR&T flood control program can be traced to a change in engineering policy
following the 1927 flood. Prior to that tragic flood event, the control of floods on the lower
Mississippi was attempted by building levees high enough to withstand the last great flood of
record. Since the inception of the MR&T project, floodways and other engineering techniques
supplement the levee system in controlling the project design flood—the maximum flood with a
reasonable chance of occurring.

Birds Point-New Madrid Floodway

The Birds Point-New Madrid floodway reduces flood stages and prevents the project flood from
exceeding the design elevation on the Mississippi River at and above Cairo, Illinois, and along
the east bank levee opposite the floodway. The boundary of the three-to-ten mile wide
floodway is defined by the 56-mile long frontline MR&T levee between Birds Point, Missouri, and
New Madrid, Missouri, on the east and the 36-mile long setback levee on the west. The frontline
and setback levees end without connecting near New Madrid, leaving a 1,500-foot gap that
serves as an outlet for interior drainage. This gap also permits backwater flooding in the lower
portion of the floodway. The area within the floodway comprises a little more than 130,000
acres.

The floodway is designed to divert 550,000 cfs from the Mississippi River during the project
flood and provides an estimated seven feet of stage lowering in the vicinity of Cairo, with

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 Birds Point-New Madrid Floodway

smaller reductions above

Cairo and through the
floodway reach. The
frontline levee has two
fuseplug levee sections—an
11-mile section at the upper
end and a 5-mile section at
the lower end—that are
constructed to a lower
height than adjacent
sections. Under the current
operating plan developed in
1986, the floodway is
activated when sections of
the frontline levee naturally
overtop or are artificially
crevassed. The floodway
requires a timely operation
to insure it performs as
designed during a flood approaching the project flood magnitude. In addition to natural
overtopping, the plan of operation involves the placing and detonation of explosives at critical
locations. The operation of the floodway is directed by the president of the Mississippi River
Commission after consultation with the Chief of Engineers. (For more information on how the
floodway and other features of the MR&T project convey the project design flood, please see,
“Mississippi River & Tributaries Project: Controlling the Project Flood.”)

Early Floodway Opposition

The Birds Point-New Madrid floodway proved controversial prior to the final enactment of the
1928 Flood Control Act. In June 1927, President Calvin Coolidge instructed the Mississippi River
Commission and the Corps of Engineers to develop comprehensive plans for protecting the
alluvial valley from Mississippi River floods. On September 28, the Commission submitted a plan
to Maj. Gen. Edgar Jadwin, the Chief of Engineers. The Commission plan, with an estimated
cost of a then staggering $872 million, recommended the inclusion of four floodways into the
general plan, but those floodways were all situated below the mouth of the Arkansas River.
From Cape Girardeau, Missouri, to the mouth of the Arkansas River, the Commission
recommended stronger and higher levees that would be set back from the existing levee system
at places where the confined channel was too narrow to handle the maximum probable flood.
To provide protection for Cairo, at that time a lavish and bustling river town with a population
exceeding 15,000, the Commission recommended raising the level of levee protection to 70.4
feet on the Cairo gage.

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 Birds Point-New Madrid Floodway

Jadwin rejected the Commission’s report largely because of the costs involved and submitted his
own plan. One of the more noticeable engineering differences in Jadwin’s plan was the Birds
Point-New Madrid floodway, which the Chief of Engineered believed was less expensive and less
dangerous than the Commission recommendation for higher and stronger levees. The floodway
was to be created by building a setback levee 3-10 miles west of the existing mainline
Mississippi River levee. Eleven miles of the mainline levee were to be lowered or degraded by
3.5 feet to correspond with a stage of 55 feet on the Cairo gage. The degraded sections of
levee represented the dreaded fuseplug levee. Under project flood conditions, the levee would
overtop and crevasse, thereby putting the floodway into operation.

A review of the transcripts of the hearings held by the House Committee on Flood Control
reveals that many residents from within the alluvial valley favored the Mississippi River
Commission plan over
the Jadwin plan.
Obviously, interests in
southeast Missouri who
owned land within
Jadwin’s proposed Birds
Point-New Madrid
floodway were among
those who favored the
Commission plan.

The call for floodways

marked a necessary
turnaround in the
engineering policy
practiced prior to the
1927 flood. The flood
had forced that change,
but even in the wake of
its widespread
devastation a controversy emerged over the reality of actually implementing the floodways.
Residents within the floodways were ill-prepared for that reality, which assured that private land
once protected by levees would now be subject to inundation to reduce flood stages elsewhere
in the valley. Under the Jadwin plan, the Birds Point-New Madrid floodway was designed to do
just that. Opposition to that floodway was best expressed by Missouri congressman Dewey
Short when he proclaimed to the House Committee on Flood Control that his constituents “do
not want to see southeast Missouri made the dumping ground to protect Cairo, much as we
love Cairo.”

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 Birds Point-New Madrid Floodway

Legal Opposition

The 1928 Flood Control Act adopted the engineering features of the Jadwin plan. Section 4 of
the legislation obligated the federal government to compensate landowners within all of the
MR&T project floodways who would be subjected “to additional destructive floodwaters that will
pass by reason of diversion” from the Mississippi River. On December 11, 1928, Coolidge
approved the federal acquisition of flowage rights—a one-time indemnity paid landowners to
flood their land during the operation of the Birds Pont-New Madrid floodway. Coolidge also
authorized the purchase of a strip of land immediately adjacent to the upper fuseplug section of
the frontline levee at price capped at two times the 1928 assessed value of the land, but
stipulated that the fuseplug levee could not be constructed until at least 50 percent of the
flowage rights had been secured.

Construction was scheduled to commence in the summer of 1929, but George W. Kirk, who
owned land in the floodway, filed a lawsuit seeking an injunction to stop the awarding of
contracts. In the lawsuit (Kirk v Good), Kirk maintained that because of the floodway, he would
be unable to sell his property or use it as security to obtain loans. Judge Charles B. Davis of the
Federal District Court of Missouri denied the injunction on the grounds that the damages Kirk
would sustain would be “mere consequential damages such as the construction of any major
public work is likely to entail.” If damages were to be realized through the operation of the
floodway, the landowner had “complete and adequate remedy” for compensation under the
provisions of the1928 Flood Control Act.

Following the dismissal of the case, construction of the setback levee commenced on October
21, 1929, as did improvements to carry the drainage intercepted by that levee. This work was
completed by the end of October 1932. For all intents and purposes, the floodway was
operational. The only remaining work involved degrading the fuseplug levee to a height
corresponding to 55 feet on the Cairo gage. The levee had not been degraded because the
federal government had reached agreement to purchase only 44 percent of the necessary
flowage easements within the floodway. Easements for the remaining tracts were either before
the courts for review and settlement or tied up in litigation.

The most prominent of the unsettled easement acquisitions involved 20,088 acres comprising
several tracts known collectively as the “Matthews tracts.” These lands fell within the backwater
limits inside of the floodway. In January 1932, the Corps of Engineers offered nearly $400,000
for the purchase of flowage easements over the property. The owners of the land accepted the
offer, but the Department of Justice later determined that the acquisition price was too high for
lands subject to backwater flooding and formally withdrew it. New offers were made, but they
were rejected by the owners. In June, A.J. Matthews, trustee of the property, brought suit in
the Court of Claims to enforce payment of the original offer on the grounds that he had entered
into an enforceable contract with the federal government. The next April, Matthews voluntarily

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 Birds Point-New Madrid Floodway

withdrew the suit and filed a separate action in the Court of Claims under the Tucker Act
(Matthews v United States). Matthews argued that the federal government, by virtue of
constructing the floodway, had taken his land and was liable to pay him $1.9 million in damages
as just compensation. The court, though, ruled that construction of the floodway at the time the
suit was filed did not constitute a taking of the land. Furthermore, the court determined that the
land in question would already be inundated from backwater flooding through the 1,500-foot
gap by the time stages on the Mississippi River would necessitate the operation of the floodway.
In simpler terms, the court essentially found that water on top of water did not represent a
taking of the land.

In light of this decision by the Court of Claims, the federal government did not purchase
flowage easements covering the Matthews tracts, even though flowage rights had already been
purchased for more than 30,000 acres comprising several other tracts within the backwater
limit. The acquisition of flowages easements and land rights had proved difficult and time
consuming. It was not until January 1942—fourteen years after the passage of the 1928 Flood
Control Act—that the federal government completed the acquisition of flowage rights on the
necessary 106,858 acres within the floodway at an average price of $17 per acre.

The 1937 Flood

The Great Flood of 1937 along the Ohio

and Mississippi valleys provided the
first significant test of the MR&T flood
control project and, more precisely, of
the Birds Point-New Madrid floodway.
The flood emanated from the Ohio
River and reached a record maximum
discharge of 1,850,00 cfs at Cairo.
While the Mississippi River above Cairo
was at a low stage, the combined flows
surpassed the highest flood stages ever
experienced between Cairo and Helena,
Arkansas. As flood stage exceeded 58
feet on the Cairo gage on January 23,
Brig. Gen. Harley Ferguson, the
president of the Mississippi River
Commission, approved the operation of
the floodway. Reminiscent of the 1927 flood, a handful of the 3,000 inhabitant residing in the
floodway, armed themselves and threatened to prevent the opening of the floodway. As a
result, the Missouri Governor summoned the Nation Guard to remove the stragglers and protect
workers attempting to open the floodway.

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 Birds Point-New Madrid Floodway

With floodwater already spilling over the

frontline levee through groupings of natural
crevasses near river mile 18 and river mile
30, personnel from the Corps of Engineers
Memphis District attempted to breach the
upper fuseplug levee, which had still not
been degraded, with picks and shovels.
These efforts failed to produce the desired
result. On January 24, preparations were
made to open the northern portion of the
upper fuseplug with dynamite. On January
25, the explosives were detonated, opening
a small section of the levee and sending
floodwaters coursing through the floodway.
A second artificial crevasse near the upper
fuseplug section was executed the following
day, and another grouping of natural
crevasses in the frontline levee later
developed near river mile 49. At crest stage,
the Mississippi River Commission estimated
that the floodway was passing approximately
one-fourth of the entire flood discharge at
Cairo. If the floodway had not been
artificially crevassed, most of the floodway
would still have been flooded as a result of
natural crevasses and overtopping along the
frontline levee and backwater flooding
through the 1,500-foot gap.

The operation of the floodway, while

successful, left a profound impact on Maj.
Gen. Edward Markham, the Chief of
Engineers. After the operation of the
floodway, Markham testified before the
House Committee on Flood Control that, “I
am now of the opinion that no plan is
satisfactory which is based upon deliberately
turning floodwaters upon the homes and
property of people, even though the right to
do so may have been paid for in advance.”

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 Birds Point-New Madrid Floodway

Operations Since 1937

The Birds Point-New Madrid floodway has not been placed into operation since the 1937 flood.
One contributing factor has been the construction of two major reservoirs—Kentucky and
Barkley lakes—on the Tennessee and Cumberland rivers. Though they are not features of the
MR&T project, the
reservoirs are
authorized through the
1944 Flood Control Act
to reduce flood stages
to safeguard the levee
system on the
Mississippi River in the
vicinity of and downriver
from Cairo and to
reduce the frequency of
operation of the Birds-
Point New Madrid
floodway.

The floodway came

perilously close to
operation during the
1950 flood. In January
of that year, three to
four times the normal
rainfall fell over a 200-
mile band extending from Memphis, Tennessee, to Toledo, Ohio. This rainfall event over the
Ohio River basin was second only to the 1937 storm that produced the great flood of that year.
In response, the Mississippi River Commission and the Corps of Engineers began positioning
equipment and personnel at the site of the fuseplug sections. As excessive rains continued to
fall over a large swath of the Ohio River basin during the first three weeks of February,
floodway residents received notices alerting them oft the possible operation of the floodway.
Many residents from within the floodway evacuated the area. The flood crested at 55.9 feet on
the Cairo gage on February 15, but river stages remained above 50 feet until the end of the
month. It was not until March 1 that the Corps of engineers released notices indicating that the
operation of the floodway would not be necessary.

After 1950 the Mississippi River did not experience any significant floods until 1973, however,
backwater flooding resulting from lower magnitude high water events continued to plague more
than 80,000 acres in the lower portion of the floodway. The 1954 Flood Control Act sought to

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 Birds Point-New Madrid Floodway

remedy the situation by authorizing a new levee to project grade extending across the 1,500-
foot gap at the lower end of the frontline levee and providing for the construction of a gravity
drainage structure. Under the provisions of the act, up 32,000 acres of low land near the control
structure would be utilized as a ponding area. The legislation also required local interests to
furnish all lands, easements, rights-of-way, and flowage rights.

In 1959, the St. John Levee and Drainage District began acquiring the necessary easements
within the backwater area and succeeded in obtaining those easements covering 57,000 acres.
The acquisition program, however, encountered resistance from landowners closer to gap over
the use of their property as a ponding area. The landowners preferred the construction of a
pumping plant in conjunction with the authorized gravity drainage structure. Because of this
lack of cooperation, the levee district was unable to acquire the necessary easements covering
21,500 acres, and the acquisition program went dormant. The local sponsor’s failure to
complete the acquisitions prevented the Corps of Engineers from initiating the authorized work.
While the lower portion of the floodway continued to experience significant backwater flooding,
the inability to
close the gap and
construct the
drainage structure
posed no threat to
floodway
operations.

Following a
comprehensive
review of the
MR&T project in
1959, the
Mississippi River
Commission
recommended
that the frontline
levee be raised to
a grade corresponding to 62 feet on the Cairo gage and that the fuseplug sections be raised to
a grade corresponding to 60 feet on that same gage. The levee improvements would enhance
the level of protection within the floodway by reducing the expected frequency of its operation.
The 1965 Flood Control Act authorized these recommendations. The act also stipulated that the
floodway would not be placed into operation by overtopping until a flood stage of 60 feet was
predicted, but still allowed for the Mississippi River Commission to create artificial crevasses in
the fuseplug levee or elsewhere when stages reached 58 feet on the Cairo gage and a stage
higher than 60 feet was predicted.

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 Birds Point-New Madrid Floodway

Following the passage of the 1965 Act, the Mississippi River Commission further modified the
plan for operating the Birds Point-New Madrid floodway. The new plan raised the fuseplug
sections to a height corresponding to 60.5 feet on the Cairo gage, raised the frontline levee to
62.5 feet, and raised the setback levee to a height of 65.5 feet. The plan called for the
operation of the floodway through explosives detonation only at the upper fuseplug section
when stages reached 58 feet at Cairo with a forecast of stages to exceed 60 feet.

These changes necessitated a round of modified easement acquisition covering 80,982 acres of
land, of which more than 76,000 acres were already embraced under the original easements
obtained between 1928 and 1942. Pursuant to the ruling in the Matthews decision, all of these
lands were above elevation 300 NVGD and, therefore, were outside of the backwater limit.
Between 1968 and 1974, the federal government acquired the necessary modified flowage
easements at prices ranging from $1 to $100 per tract.

The easements conformed to the new plan of operation and reserved for the federal
government the right to operate the floodway by artificial crevassing. The easement also
reserved to the owners the right to compensation if operation of the floodway resulted in
“excessive deposits of sand and gravel” upon the land.

Following the floods of 1973, 1975, and 1979, the Mississippi River Commission revised its plan
further after concluding that the operation of the floodway would be more safe and effective if
artificial crevasses, including the use of explosives, were not limited to the upper fuseplug
section. The new plan of operation included artificial crevasses at four locations along the
frontline levee: two at the upper fuseplug section, one at the lower fuseplug section, and one in
the frontline levee opposite Hickman, Kentucky. To assure the artificial crevasses came at the
precise time to protect against the project design flood, the commission made provisions for the
use of explosives if necessary.

The Mississippi River Commission and the Corps of Engineers, though, soon realized that neither
possessed sufficient property rights to enable personnel to access the levee to place explosive
materials as prescribed in the modified plan. The original and modified easements obtained
under the authority of the 1928 and 1965 flood control acts covered only those lands between
the landside toe of the frontline levee and the riverside toe of the setback levee. The easements
did not extend to lands upon which the frontline levee rested.

On July 20, 1981, Colonel W.H. Reno, the Memphis District commander, requested that the St.
John Levee and Drainage District and Levee District No. 3 of Mississippi County, Missouri, grant
rights of entry for district personnel to access the levee in order to artificially crevasse it with
explosives in the event river conditions warranted operation of the floodway. Both sponsors
refused in early November.

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 Birds Point-New Madrid Floodway

In 1983 another flood struck the Mississippi

valley. The National Weather Service
forecasted that flood stages would reach 60
feet on the Cairo gage, prompting the
Mississippi River Commission to make
contingency plans for the operation of the
floodway. In early March, the federal
government instituted eminent domain
proceedings seeking immediate possession
of the necessary easements to allow
Memphis district personnel to access the
frontline levee and put the plan of operation
into effect if conditions necessitated. In
response, several landowners joined with
Levee District No. 3 in filing a lawsuit with
the Federal District Court in Cape Girardeau,
Missouri, seeking a temporary injunction to
prevent the operation of the floodway. On
May 10, Judge Kenneth Wangelin issued a
permanent injunction against the plan to
operate the floodway with four artificial
crevasses. In making his decision, Wangelin
ruled that the 1965 Act did not provide
congressional approval to artificially crevasse
the frontline levees, to include the fuseplug
sections, and that no substantial evidence
existed to suggest that it was necessary to
make artificial crevasses to ensure operation of the floodway. Wangelin also ordered that if his
injunction was reversed by appeal the federal government must deposit $10.4 million dollars
with the court for “just compensation” if the floodway were operated.

The predicted flood stages never materialized during the 1983 flood due in part to the reduction
in stages provided by Kentucky and Barkley lakes. The operation of the Birds Point-New Madrid
floodway would have been a moot point, but the district court’s injunction remained intact. The
federal government appealed the case to the 8th U.S. Circuit Court of Appeals. On April 15,
1984, the appellate court reversed the district court’s decision by finding that the plan to
operate the floodway was not “arbitrary, capricious or an abuse of discretion.” The court also
questioned Wangelin’s authority to review the case at all by finding that the decision to operate
the floodway “is one committed to agency discretion by law…and is unreviewable.” Last the
court ruled that the district court had erred in instructing the federal government to deposit the
$10.4 million as compensation.

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 Birds Point-New Madrid Floodway

In the aftermath of the 1983 flood, the Mississippi River Commission tweaked the operational
plan in 1986 in an effort to reduce preparatory actions and to delay the operation of the
floodway until later in the project design flood curve. Elements of the plan included raising 2.5
miles of the upper fuseplug section and 1.5 miles of the lower fuseplug, and imbedding the
raised sections with polyethylene pipe that could be filled with blasting agent in less than a day.
The explosives could also be removed safely in the event that river stages did not necessitate
the operation of the
floodway. The timetable
for the new operational
plan was based on the
river elevations
projected in the design
hydrograph for floods
approaching the project
design flood. When
stages reached 56 feet
on the Cairo gage, a tow
with the necessary
equipment would depart
the Ensley Engineer
Yard. Preparation of the
inflow crevasse would
begin when stages reached 59 feet and would be completed by the time the river reached 60
feet. Artificial crevassing of the levee would commence upon the command of the Mississippi
River Commission president prior to river stages reaching 61 feet on the Cairo gage with
additional stage increases in the forecast.

Residents within the floodway, though, pushed for its outright abandonment. In 1987, Missouri
congressman William Emerson prodded the House Committee on Public Works and
Transportation to pass a resolution that directed the Corps of Engineers to determine feasible
alternatives to operating the floodway. This resulted in a 1990 reconnaissance that investigated
several alternatives to include purchasing the land within the floodway; constructing permanent
auxiliary channels in the floodway to confine floodwaters diverted into the area, rather than
allow them to overflow the entire floodway; realigning and setting back the frontline levee at
five locations to provide a wider floodplain; executing a cutoff at Bessie Bend to increase the
slope and lower flood stages upstream of the bend throughout the floodway reach; and a plan
of natural overtopping of the frontline levee. The study concluded that several of the
alternatives were feasible from an engineering viewpoint, but were not justified economically.
The study further concluded that the plan of natural overtopping of the frontline levee without
artificial crevasses would serve as an alternative to the 1986 plan of operation and would
provide a higher level of protection for the lands within the floodway. This alternative would

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 Birds Point-New Madrid Floodway

require raising the upper fuseplug section to height corresponding to 64.5 feet on the Cairo
gage, while leaving the elevation of the lower fuseplug section unchanged.

The reconnaissance study served as the basis for engineering review of the potential impacts of
the natural overtopping plan along both banks of the Mississippi and Ohio rivers. Published in
1991 by the Memphis District, in coordination with the Louisville District, the engineering review
determined that the implementation of the modified plan required improvements to existing
levees and floodwalls and alterations to existing pumping stations and culverts in both districts
at a cost of $140 million--$100 million in the Memphis District and $40 million in the Louisville
district. In April 1992, the Mississippi River Commission endorsed the modified plan and
requested that the district furnish copies to local and congressional interests, because the
implementation of the plan would require congressional authorization. Such congressional
authorization has not been secured, and the 1986 plan of operation remains in effect.

Since the publication of

the reconnaissance
study and the
engineering review,
another significant
flood struck the lower
Mississippi valley in
1997. River stages on
the Cairo gage
exceeded 56 feet,
prompting the
Mississippi River
Commission to
beginning preliminary
discussions concerning
the possible operation
of the floodway. Major
General Robert
Flowers, the President of the Commission, indicated his intention to operate the floodway if the
river continued to rise and if the projected forecast exceeded 60 feet on the Cairo gage. Flowers
also directed the Memphis District to load barges with material and equipment necessary to
ensure its operation. Those conditions never materialized, thereby averting a showdown over
the operation of the floodway. The Birds Point-New Madrid floodway, however, remains an
integral fail-safe component of the MR&T flood control project. The very realistic prospect
remains that the floodway will again be operated in the future.

St. John’s Bayou-New Madrid Floodway Project

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 Birds Point-New Madrid Floodway

The flood control features of Kentucky and Barkley lakes, along with the increase in the carrying
capacity of the main channel of the Mississippi River and improvements to the frontline levee
and fuseplug sections have provided a measure of protection to the lands within the floodway,
particularly those above elevation 300 NVGD, by reducing the frequency of operation. Lands
having a lower elevation, however, continue to face the threat of backwater flooding. The
inability of local interests to fulfill the local cooperation requirements of the 1954 authorization
to close the 1,500-foot gap at the lower end of floodway has prevented the backwater area
from receiving that same level of flood control as evidenced by significant backwater flooding in
1961, 1962, 1964, 1972, 1974, 1975, 1979, 1983, 1984, 1993, 1994, 1995, 1996, 1997, 1998,
2002, and 2008.

The 1986 Water and Resources Development Act authorized the St. John’s Bayou-New Madrid
Floodway project as a related, but separate, project to the 1954 authorization to close the
1,500-foot gap in the frontline levee and construction of the gravity drainage structure.
Authorized improvements under the 1986 act included the widening and straightening of
approximately 144 miles of three separate channels to speed the evacuation of water within the
St. John’s Bayou basin and the lower portion of the New Madrid floodway. The act also
authorized the construction of a 1,000 cfs pumping station for the St. John’s Bayou area and a
1,500 cfs pumping station for the New Madrid floodway area to evacuate impounded
floodwaters during periods of high stages on the Mississippi River.

In 2004, however, the Environmental Defense Fund and the National Wildlife Federation filed a
lawsuit to prevent the construction of the project features authorized by the 1954 and 1986
acts. In September 2007, Judge James Robertson of the U.S. District Court issued an injunction
preventing further work. Robertson also ordered the dismantling of work already completed. In
the summer of 2008, the Department of Justice, after reviewing the court’s ruling, determined
that it would not appeal the decision. The Memphis District, in coordination with the local
sponsor for the project, is currently developed a revised Environmental Impact Statement,
which is scheduled for completion in December 2012.

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 Worlds 3rd Largest Watershed
Drainage basin for 41% of the United States

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